JPH0546456B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to a gear type transmission used in a vehicle such as an automobile, and more particularly to a gear type transmission used as an automatic transmission for a vehicle. A gear transmission system used in vehicles such as automobiles has two power transmission systems each having a synchronized gear train, each selectively connected to a power source such as an internal combustion engine by an individual intermittent clutch. There is a selection gear type having gears arranged in parallel with each other (see, for example, Japanese Patent Laid-Open No. 56-94050 and Japanese Patent Laid-Open No. 57-54756). This selective gear type transmission does not require a hydraulic torque converter and can change gears even during load operation of the prime mover by controlling the synchronous meshing of the speed change gears and the engagement of the two intermittent clutches. It can be used as a fully automatic transmission for vehicles in combination with a control device. However, in order for such a selective gear type transmission to actually be used as a fully automatic transmission for vehicles, one of the intermittent clutches, which had been disconnected, must be turned off to prevent the prime mover from being disconnected from the transmission when changing gears. The subtleties of connecting the two clutches and disconnecting the other previously connected intermittent clutch require related control. This is one of the major obstacles to putting it into practical use as a fully automatic transmission for vehicles. In addition, changing gears in a vehicle transmission is
In particular, it is preferable that the downshift for kickdown be performed quickly so that responsive acceleration can be obtained. However, in the above-mentioned selective gear type transmission, when changing the gear stage, the synchronous meshing operation of the transmission gear and the related operation of the two clutches must be performed in chronological order. It is difficult to change gears. Furthermore,
The diameter of an intermittent clutch used in a transmission increases in accordance with the transmitted torque, and the intermittent clutch used in a typical automobile is considerably larger than the gear diameter of the transmission. A transmission for a so-called vertical vehicle, in which an internal combustion engine and a transmission are arranged along the longitudinal direction of the vehicle, has a clutch with a relatively large diameter at the connection end (front end) to the internal combustion engine. Even if it is provided, there will be no space problem on the vehicle. However, the above-mentioned Japanese Patent Application Publication No. 56-97050
In the transmission device shown in Japanese Patent Publication No. 57-54756, if a clutch with a relatively large diameter is provided at the end (rear end) on the side connected to the propulsion shaft, the speed change is possible. The entire device must be housed in the engine compartment in front of the dash board, which places significant constraints on vehicle body design. In view of the above-mentioned problems with conventional gear-type transmissions, the present invention has been developed to provide an improved system that can quickly shift gears without performing delicate clutch control, and that is also easy to mount on a vehicle. The purpose of the present invention is to provide a gear type transmission for a fully automatic transmission. According to the present invention, the present invention includes an input member, a first output member, and a second output member that rotate about the same axis, and a mutual connection between the input member and the first output member. a first one-way clutch and a first disconnection clutch connected in series; a second one-way clutch and a second disconnection clutch connected in series with each other between the input member and the second output member; a first drive gear shaft parallel to the axis of the clutch device and drivingly connected to the first output member; a first drive gear shaft provided concentrically with the first drive gear shaft; a second drive gear shaft drivingly connected to the second output member; one driven gear shaft provided on the same axis as the clutch device; and the first and second drive gear shafts. a plurality of gear pairs provided between the driven gear shaft and selectively achieving a plurality of gear stages, the input member being located at one outermost end in the axial direction; This is achieved by means of a gear transmission in which the input member of the clutch device is connected at its outer end to a power source. According to this configuration, since the one-way clutch is incorporated in the clutch device, even if rotational power is simultaneously applied to two gear pairs with different transmission ratios (number of driven gear teeth/number of driving gear teeth), this When the one-way clutch connected to the gear pair of the larger gear ratio (lower gear side) is in a free state,
In other words, the output shaft is in a idling state, and the output shaft is rotationally driven by the gear pair at the smaller gear ratio, that is, the higher speed gear, without locking. Therefore, when upshifting, this gear type transmission system engages the gear pair on the high gear side synchronously, and then connects the intermittent clutch on the high gear side while keeping the intermittent clutch on the low gear side connected. Upshifts can be completed and no delicate control of the two clutches is required when changing gears. In addition, this gear type transmission is
When the gear position is set to a certain gear position, a gear pair of a gear position one step lower than the gear position is brought into synchronous meshing,
In addition, by connecting the intermittent clutch on the lower gear side in advance, when downshifting, the downshift can be completed by simply disengaging the intermittent clutch on the higher gear side, resulting in responsive acceleration during downshifts. can get. Furthermore, in the gear type transmission according to the present invention, all the intermittent clutches are provided as one clutch device at the same end of the drive gear shaft, and these can be installed at the connection end to the internal combustion engine, so that they can be connected to the propulsion shaft. There is no need to place a large-diameter member at the connecting end of the transmission, and the end can be mounted below the vehicle interior behind the dash panel, similar to conventional transmissions, making it highly mountable in a vehicle. Further, by providing the driven gear, which is the output shaft, on the same axis as the clutch device, the axis of the output shaft of the internal combustion engine and the axis of the output shaft of the transmission can be aligned with each other. Also, according to the above configuration,
A gear type transmission device is obtained in which all the intermittent clutches and one-way clutches are compactly integrated into one clutch device on one side in the axial direction,
By arranging the gear-type transmission in the direction in which this clutch device is adjacent to the internal combustion engine, the rotational power within the gear-type transmission is transmitted only in one direction without reciprocating in the axial direction. The transmission route can be shortened. The invention will now be described in detail by way of example embodiments with reference to the accompanying drawings. FIG. 1 is a skeleton diagram showing one embodiment of a gear type transmission according to the present invention. The gear type transmission has a clutch device 1 and a speed change gear mechanism 11. The clutch device 1 has a clutch housing 2 and two output shafts 6 and 10 on the same axis. Both of the two output shafts 6 and 10 protrude to the same side of the clutch housing 2, and the output shaft 10 It passes through the hollow output shaft 6. The clutch housing 2 is connected to the output shaft 101 of the internal combustion engine 100, and between the clutch housing 2 and the output shaft 6, an intermittent clutch 3 and a one-way clutch 4 are provided in series with each other when viewed from the power transmission path. In addition, another intermittent clutch 5 is connected in parallel to these.
are provided, by means of which the output shaft 6 of the clutch housing 2 is selectively drivingly connected. Further, between the clutch housing 2 and the output shaft 10, an intermittent clutch 7 and a one-way clutch 8 are provided in series with each other when viewed from the power transmission path, and another intermittent clutch 9 is provided in parallel to these. , whereby the clutch housing 2 and the output shaft 10 are selectively drivingly connected. One-way clutches 4 and 8 are input members 4 on the internal combustion engine 100 side, respectively.
The rotational speed of a, 8a is the output member 4b on the output shaft side,
Only when the rotational speed is to be increased beyond the rotational speed of the input member 8b, the lock state is established, and power is transmitted only from the input member to the output member. The speed change gear mechanism 11 includes a drive gear shaft 12 provided on an axis parallel to the axis of the clutch device 1, a hollow drive gear shaft 13 provided concentrically with the drive gear shaft 12, and a drive gear shaft 13 that is the same as the clutch device 1. One driven gear shaft (transmission output shaft) 1 provided on the axis
4. A drive gear shaft 12 has a gear 1 fixed to one end thereof.
5, which is always in mesh with a gear 16 fixed to one end of the output shaft 6. Also, drive gear shaft 1
A first speed drive gear 21, a third speed drive gear 23, and a reverse drive gear 26 are fixed to the drive gear 2, respectively. The drive gear shaft 13 has a gear 17 at one end thereof,
The gear is a gear 18 fixed to one end of the output shaft 10.
are always in sync with each other. A second speed drive gear 22 is fixed to the drive gear shaft 13 . The driven gear shaft 14 has a first speed driven gear 31.
A second speed driven gear 32 and a third speed driven gear 33 are rotatably provided, and these are always meshed with the driving gears 21 to 23 of the same speed. Further, the driven gear shaft 14 is provided with a first speed-third speed synchronizer 40 and a second speed-fourth speed synchronizer 50. The synchronizers 40 and 50 are each of the well-known inertia lock type known as a Borgwarner synchronizer, and include clutch hubs 41 and 51 fixed to the driven gear shaft 14, and a driven gear for the first gear. Gear beads 42, 43 and the second
The synchronizer 40 includes gear pieces 52 and 53 integrally provided to each of the first speed driven gear 32 and the third gear 18, and synchronizer threes 44 and 54. Either one of the second speed driven gears 33 is selectively connected to the driven gear shaft 14 in a power transmission relationship, and the synchronizer 50 selectively connects the second speed driven gear 32 to the driven gear shaft 14. It is connected in a power transmission relationship, and the driven gear shaft 14 is selectively directly connected to the output shaft 10 of the clutch device 1. Synchronizer sleeve 4 of synchronizer 40
4 is integrally provided with a reverse driven gear 36. An intermediate gear 28, which is provided on the shaft 27 so as to be slidable and rotatable in the axial direction thereof, is selectively engaged with the reverse driven gear 36 and the reverse drive gear 26. The gear type transmission device configured as described above includes each intermittent clutch of the clutch device 1 and the synchronizer device 40,
By connecting or engaging 50 in combinations as shown in the table below, four forward speeds and one reverse speed are achieved.

[Table] In the table, ◎ indicates a member that is connected or engaged and works, ○ indicates a member that is connected or engaged but does not work, and △ indicates a member that is connected or engaged but does not work, and △ indicates a member that is connected or engaged but does not work, and △ indicates that the accelerator pedal is depressed, for example, for engine braking. ☆ is an intermittent clutch that connects only when it is released, and ☆ is a one-way clutch that is locked when the engine is running.
★ indicates a one-way clutch that becomes free when the engine is running. In the neutral stage, all intermittent clutches 3, 5,
7 and 9 are in a disconnected state. At this time, the synchronizer 50 is in a neutral state, but in preparation for achieving the first gear, the synchronizer sleeve 44 of the synchronizer 40 is engaged with the gear piece 42, and the first gear driven gear 31 is driven. It may be connected to the gear shaft 14 in a power transmission relationship. To change the gear from the neutral gear to the first gear, that is, to start the vehicle, the driven gear 3 for the first gear is activated in the neutral gear.
If the connection to one driven gear shaft 14 is complete, this is done only by connecting the interrupter clutch 3. When the intermittent clutch 3 is connected, the one-way clutch 4 becomes locked by the engine drive, and the rotational power of the internal combustion engine 100 is transferred to the output shaft 101, the clutch housing 2, the intermittent clutch 3, the one-way clutch 4, the output shaft 6, and the gear. 1
6 and 15 to the drive gear shaft 12, and the first
The signal is transmitted to the driven gear shaft 14 via a first gear pair consisting of the speed drive gear 21 and the first speed driven gear 31 and the synchronizer 40, thereby achieving the first speed. To change the gear from the first gear to the second gear, that is, to upshift, the synchronizer sleeve 54 of the synchronizer 50 is engaged with the gear piece 52,
This is done by connecting the second speed driven gear 32 to the driven gear shaft 14 in a rotational power transmission relationship, and then connecting the disconnection clutch 7. When the intermittent clutch 7 is connected as described above, the one-way clutch 8 is locked by the engine drive, and the rotational power of the internal combustion engine 100 is transferred to the output shaft 101,
It is transmitted to the drive gear shaft 13 via the clutch housing 2, the intermittent clutch 7, the one-way clutch 8, the output shaft 10, and the gears 18, 17, thereby further transmitting the power to the second gear drive gear 22 and the second gear driven gear 32.
The signal is transmitted to the driven gear shaft 14 via the second speed gear pair and the synchronizer 50, thereby achieving the second speed. During this upshift, if the discontinuous clutch 5 is in the connected state, the discontinuous clutch 5 is disengaged prior to the engagement of the discontinuous clutch 7, but the discontinuous clutch 3 is maintained in the connected state, and the synchronizer 40 The first speed driven gear 31 is left in the first speed state where it is connected to the driven gear shaft 14 in a rotational power transmission relationship. If the output rotation speed of the transmission is constant during the second gear, the rotation speed of the internal combustion engine 100 decreases in accordance with the decrease in the reduction ratio compared to the first gear, and the rotation speed of the output shaft 6 decreases from the internal combustion engine 100. 10
As the rotational speed increases from 0, even if the intermittent clutch 3 is in the connected state and the output shaft 6 is connected to the internal combustion engine 100 as described above, the one-way clutch 4 becomes free and idles. This prevents the gear transmission from becoming locked. At this time, the intermittent clutch 3 is in the connected state, and the first gear ratio drive gear 31 is driven by the synchronizer 40. This can be achieved only by disengaging the intermittent clutch 7, since it is connected to the gear shaft 14 in a rotational power transmission relationship to maintain the first gear position. If this downshift is a kickdown, when the rotational speed of the internal combustion engine 100 increases as the accelerator pedal is depressed and the rotational speed of the internal combustion engine 100 is about to exceed the rotational speed of the output shaft 6, the one-way clutch 8 is locked by the engine drive. state, and rotational power is transmitted by the first gear. To upshift from the second gear to the third gear, the disengagement clutch 7 and the synchronizer 50 are left in the second gear, the disengagement clutch 3 is disengaged, and then the synchronizer sleeve 44 of the synchronizer 40 is disengaged. is engaged with the gear piece 43 instead of the gear piece 42, the third speed driven gear 33 is connected to the driven gear shaft 14 in a rotational power transmission relationship, and after this operation is completed, the intermittent clutch 3 is reconnected. This is achieved by At this time, the one-way clutch 4 is in a locked state due to engine drive, and power is transmitted through a third-speed gear pair consisting of the third-speed driven gear 23 and the third-speed driven gear 33. Incidentally, at this time, the one-way clutch 8 is in a free state. Downshifting from the third gear to the second gear is achieved by disengaging the disengagement clutch 3, since the disengagement clutch 7 and the synchronizer 50 remain in the second gear state at this time. Ru. To upshift from the third gear to the fourth gear, the disengagement clutch 3 and the synchronizer 40 are left in the third gear state, and the disengagement clutch 7 is disengaged, and then the synchronizer sleeve 54 of the synchronizer 50 is disengaged. This is achieved by engaging the gear piece 53, directly connecting the driven gear shaft 14 to the output shaft 10, and reconnecting the disconnection clutch 7 after this operation is completed. At this time, the one-way clutch 8 is in a locked state due to engine drive, and power is transmitted directly from the output shaft 10 to the driven gear shaft 14. Incidentally, at this time, the one-way clutch 4 is in a free state. A downshift from the fourth gear to the third gear can be carried out only by disengaging the disengagement clutch 7, since the disengagement clutch 3 and the synchronizer 50 remain in the state of the third gear. achieved. The intermittent clutch 5 is used for engine braking when the accelerator pedal of the internal combustion engine 100 is released during the first or third gear, and the intermittent clutch 9 is used for engine braking when the accelerator pedal of the internal combustion engine 100 is released during the second or fourth gear. When changing gears, it is always disconnected at the beginning of the gear shifting operation. To switch from the neutral gear to the reverse gear, that is, to start the vehicle in reverse, the synchronizer 40 is brought into the neutral state, and then the reverse intermediate gear 28 is engaged with both the reverse drive gear 26 and the reverse driven gear 36. This is done by connecting the intermittent clutch 3. At this time, the rotational power of the internal combustion engine 100 is transmitted to the drive gear shaft 12 via the output shaft 101, the clutch housing 2, the intermittent clutch 3, the one-way clutch 4, the output shaft 6, and the gears 16, 15. , intermediate gear 28 and reverse driven gear 36
The signal is transmitted to the driven gear shaft 14 via the reverse gear train and the synchronizer 40. Incidentally, when traveling in reverse, the intermittent clutch 5 is also connected in order to extend the life of the one-way clutch. FIGS. 2 to 4 each show other embodiments of the gear type transmission according to the present invention. In FIGS. 2 to 4, parts corresponding to those in FIG. 1 are designated by the same reference numerals as in FIG. 1. In the embodiment shown in FIG. 2, the clutch device 1 is a hydraulic torque converter 7 with a direct coupling clutch.
0 to the output shaft 101 of the internal combustion engine 100. The hydraulic torque converter 70 with a direct coupling clutch includes a pump impeller 71, a turbine liner 72,
A direct coupling clutch 7 that mechanically directly couples the stator 73, the pump impeller 71, and the turbine liner 72.
4, the pump impeller 71 is connected to the output shaft 101 and the turbine liner 72 is connected to the clutch housing 2. The stator 73 is supported by a fixed support member 76 via a one-way clutch 75. In this embodiment, the direct coupling clutch 74 is connected in the second to fourth gears, so that these gears are substantially similar to the embodiment described above. However, in the first gear and reverse gear, the direct coupling clutch 74 is disengaged, and the rotational power of the internal combustion engine 100 is transmitted via the hydraulic torque converter 70, so that the vehicle can start moving forward or backward. The operation can be performed smoothly without requiring delicate clutch operations. In the embodiment shown in FIG. 3, a fifth speed drive gear 25 is rotatably provided on the drive gear shaft 12, and a fifth speed driven gear 35 is fixed to the driven gear shaft 14. has been done. The fifth speed drive gear 25 and the fifth speed drive gear 35 are always in mesh with each other, and the fifth speed drive gear 25 is selectively connected to the drive gear shaft 12 in a power transmission relationship by the synchronizer 60. It is becoming connected. Synchronizer device 60
The clutch hub 61 is fixed to the drive gear 12 and the gear piece 6 is fixed to the fifth speed drive gear 25.
2 and a synchronizer sleeve 63, and the synchronizer sleeve 63 is connected to the gear piece 6.
2, the fifth speed drive gear 25 is coupled to the drive gear shaft 12 in a power transmission relationship. Therefore, in this embodiment, the synchronizer 6
0, the fifth speed drive gear 25 is connected to the drive gear shaft 1.
2 in power transmission relation, and the disconnection clutch 3 is connected to achieve the fifth gear.
The first to fourth gears and the reverse gear are the same as shown in FIG. 1 by operating the intermittent clutches of the clutch device 1 and the synchronizers 40 and 50 in combinations not shown in the table above. The same is achieved. In the embodiment shown in FIG. 4, a fourth speed driven gear 34 is rotatably provided on the driven gear shaft 14, and a fourth speed driven gear 34 is rotatably provided on the driven gear shaft 13. Fourth speed drive gear 24 meshing with gear 34
is fixed. Further, the gear piece 53 of the synchronizer 50 is fixed to the fourth speed driven gear 34 instead of the gear 18. In this example,
The first through third speeds and the reverse gears are achieved in substantially the same manner as in the embodiment shown in FIG. 34 to the driven gear shaft 14 in a rotational power transmission relationship. In this embodiment, the fourth gear is an increase gear (overdrive gear).
It is possible to Although the present invention has been described in detail with respect to specific embodiments above, it will be understood by those skilled in the art that the present invention is not limited thereto and that various embodiments can be made within the scope of the present invention. It should be obvious.

[Brief explanation of the drawing]

1 to 4 are skeleton diagrams showing embodiments of a gear type transmission according to the present invention. DESCRIPTION OF SYMBOLS 1... Clutch device, 2... Clutch housing, 3... Intermittent clutch, 4... One-way clutch, 5... Intermittent clutch, 6... Output shaft, 7...
...Intermittent clutch, 8...One-way clutch, 9
... Intermittent clutch, 10... Output shaft, 11... Speed change gear mechanism, 12, 13... Drive gear shaft, 14...
...Driven gear shaft, 15-18...Gear, 21...
1st speed drive gear, 22...2nd speed drive gear,
23... 3rd speed drive gear, 24... 4th speed drive gear, 25... 5th speed drive gear, 26... Reverse drive gear, 27... Shaft, 28... Intermediate gear,
31... Driven gear for first speed, 32... Driven gear for second speed, 33... Driven gear for third speed, 34
...4th speed driven gear, 35...5th speed driven gear, 36... Reverse driven gear, 40... Synchronizer device, 41... Clutch hub, 42, 43
... Gear piece, 44 ... Synchronizer sleeve, 50 ... Synchro device, 51 ... Clutch hub, 52, 53 ... Gear piece, 54 ... Synchronizer sleeve, 60 ... Synchro device, 61
...Clutch hub, 62...Gear piece, 63...
...Synchronizer sleeve, 70...Hydraulic torque converter with direct coupling clutch, 71...Pump impeller, 72...Turbine runner, 73...Stator, 74...Direct coupling clutch, 75...One-way clutch, 76...Fixed support member , 100...
Internal combustion engine, 101...output shaft.

Claims (1)

[Claims] 1 An input member 2 that rotates around the same axis, a first output member 6, and a second output member 10, and that are connected in series between the input member and the first output member. It has a one-way clutch 4 and a first disconnection clutch 3, and a second one-way clutch 8 and a second disconnection clutch 7 connected in series between the input member and the second output member. a clutch device 1; a first drive gear shaft 12 disposed on an axis parallel to the axis of the clutch device and drivingly connected to the first output member;
a second drive gear shaft 1 provided concentrically with the first drive gear shaft and drivingly connected to the second output member;
3, one driven gear shaft 14 provided on the same axis as the clutch device, and a plurality of speed changers provided between the first and second driving gear shafts and the driven gear shaft. A plurality of gear pairs 21-31, 22-32, 23-33 each selectively achieving a stage.
a gear type transmission, wherein the input member is located at one outermost end in the axial direction, and the input member of the clutch device is connected to a power source at its outer end.